Internal-combustion engine



Septf8, 192s. 1,553,156

c. w. HART INTERNAL COMBUSTION ENGINE Filed March 1,1920

Patented Sept. 8, 1 925.

UNITED STATES CHARLES w. HART, or MILWAUKEE, Wisconsin.

INTERNAL-COMBUSTION ENGINE.

Application filed March 1, 1920. Serial No. 362,264.

To all whom it may concern: I

Be it known that I, CHARLEs W. HART, a citizen of the United States,residing at Milwaukee, county of Milwaukee, and State of Wisconsin, haveinvented new and useful Improvements in Internal-Combustion Engines, ofwhich the following is a speci-' lication.

My invention relates to improvements in internal combustion engines andparticularly to improvements in the cylinder cooling and fuel supplysystems of such engines.

The objects of'my invention are to combine the cylinder cooling and fuelsupply systems in such a manner that the. liquid fuel may be used as thecirculating medium to cool the cylinder or cylinders; to provide forconnecting the carbureter or fuel supply duct of the engine with theupper portion of the circulatory system in such a manner as to establisha minimum level for the ciroulatory liquid below which the engine cannotbe maintained in operationfor lack of fuel; to provide for a more directdelivery from the fuel reservoir tothe engine by associating the fuelreservoir with the engine cylinder as a part of the cooling system abovereferred to; to provide simple means for reducing the heat of the liquidin the reservoir, including the utilization of such heat in thepreparation of the fuel charges for delivery into the engine; toeliminate the danger of freezing which exists wherewater containingjackets and radiating systems are employed; to provide means foraccurately controlling and regulating the heat of the fuel charges; toeliminate or reduce to a minimum the danger of clogging or obstructingfuel ducts or passages with sediment or foreign material of any kind; toprovide simple means for utilizing low grade hydro-carbon fuels withmaximum economy and developed efiiciency in the operation of the engine,with minimum carbonization; and to maintain cylinder wall temperaturesfavorable to ideal running conditions, including good lubrication andminimum deterioration.

My improved engine is particularly adapted for installation upon heavyduty tractors such as farm tractors, but it is not limited to such useor purpose. My improvements may be applied generally to all internalcombustion engines.

In the drawings: Figure 1 is a central longitudinal sectional view of aninternal combustion engine, radiator, and fuel chamber embodying myinvention.

Figure 2 is a plan view, partly in horizontal section, on line 22 ofFigure 1.

Like parts are identified by the same reference characters thruout theseveral views. i

The upper or working portions ofthecylinders 1 are suitably jacketed toprovide a liquid cavity or cavities 2 encircling the respectivecylinders and communicating at the top with a portion 4 of the fuelreservoir thru a passage 5. The portion 4 of the reservoir is connectedby radiator tubes or ducts 6 with a return passage or set of passages 7which lead to the lower end of the jacket. The walls of the radiatorducts or passages are preferably formed with heat conducting ribs orprojections 8 and a relatively large air passage 9 leads upwardly fromthe central portion of the radiator thru the portion 4 of the reservoirto the exterior. Air may be drawn thru the interspaces 10 of theradiator from a main air admitting cavity 11 and thru lateral openingsto the cavities or spaces 10 and forced out thru thepassage or stack 9by any suit-- able means. Where the engine is to be associated with atractor, a nozzle 12 connected with the exhaust manifold, is preferablyemployed. It is centrally disposed in the stack 9 and arranged todeliver a vertical blast thru the top of the stack, thereby causing aforced draft thru the radiator.

The circulation of the liquid fuel thru the jacket cavity or cavities 2may be controlled by a butterfly valve 14. Thermo or gravity circulationmay 'be depended upon but it is not material to my invention whetherthis is the case or whether the liquid is mechanically circulated. 'Thevalve 14, may be closed or nearly closed when the engine is started oreither just before or after stopping it, whereby the normal runningtemperature may be quickly attained when the engine is started andwhereby the cylinder may be kept warm for considerable periods after ithas stopped. A thermometer 15 is preferably employed to indicate thetemperature of the liquid in the jacket cavity.

A fuel duct 16 leads to a carburetor float chamber 17 from a point inthe passage 5 above the jacket cavity or cavities 2. This ofthecylinders, and the duct 16 may therefore be connected directly to thecarburetor at only a short distance from the inlet of the duct. Thebutterfly or circulation control- 5 ling throttle valve 14 is locatedbetween the inlet to the duct 16 and the portion l of the reservoir, andtherefore this duct receives the more highly heated and also the morequickly heated liquid fuel. The location of the duct is such as toreduce the danger of its being clogged with sediment to a minimum.

The valve 14 may be manually or thermostatically adjusted. The portion aof the reservoir may be of such capacity as to re- 15 ceive a normalquantity of fuel, the avail- 29 that the location of the fuel outlet ofthe circulatory system is such as to secure a four fold advantage, i.e., to protect the engine from overheating, to deliver the fuel immediately to the carburetor float chamber through a short passage, towithdraw the fuel at the hottest point in the circulatory system, and towithdraw it at a point which is located at a considerable distance abovethe bottom passage 7 thereby avoiding sedi- 30 ment both by reason ofthe distance of the outlet from the bottom and of the heated 4 conditionof the fuel in and above the cylinder jacket. The heat increases thefluidity of the fuel and allows any entrained,

sediment to settle to the lowest level with greater freedom than wouldotherwise be the case. Further, the upward movement along the cylinderwalls will ordinarily be slow, as compared with the movement in thepassage 5, and even if any particles of sediment reach the passage 5,they will be swept along the bottom of the passage and will tend tosettle into any intervening jacket cavities that may be encountered. Thelowcr passage 7 is large enough to allow sediment to remain at thebottom after it has once settled, but a collecting well 19 may beprovided between the radiator portion and the jacket portion of thecirculatory system.

I claim 1. A jacketed internal combustion engine, in combination with afuel chamber, and a radiator having upper and lower communieatingconnections with the jacket cavity; a valve in the upper connectionadapted for the control of the circulation between the jacket cavity andthe radiator; and a non air feeding fuel supply duct communicating withthe jacket cavity at the rear of said valve and leading to the engine,whereby to withdraw fuel from the cavity at a point where such. fuel isat its highest temperature.

2. A jacketed internal combustion engine, in combination with a radiatorhaving upper and lower communicating connections with the jacket cavity,a valve adapted to control circulation from the jacket cavity to theradiator thru the upper communicating connection, and the fuel supplyduct leading from said upper connection, and arranged to supply fuel tothe enginecylinders from a point in said connection on the engine sideof the valve.

In testimony whereof I affix my signature.

CHARLES W. HART.

